Train control



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FRANK T. KNlGHT.

wlmsssss 7 INVENTOR A TTOR/VEYS Patented Mar. 17, 1925.

UNITED STATES PATENT @FFItI-E.

FRANK-TALLIAFER-ROKNIGHT, OF MIACON, GEORGIA.

TRAIN CGNTROL.

Application filed December 15,1921. Serial No. 522,575.

To all whom it may concern:

Be it known that I, FRANK TALLIAFERRO KNIGHT, a citizen of the United States, and a residentot Macon, in the countyof'Bibh and State of Georgia, have invented certain new and useful Improvements in Train Controls, of which the following is a specification.

My invention relates to improvements in I speed. diminishing mechanism is directly 1111-.

M5 der the influence oil the motive power of the engine, so that said speed diminishing mechanism is inoperative while said power remains at a predetermined value, but he carries operative to diminish the speed of the train when said power exceeds said value.

Other objects and advantageswillappear in the following specification, reference being had to the accompanying drawings, in which Fig. 1 is a diagram illustrating the train control apparatus in the normal running position,

.1? 2 is a diagram illustrating the train control apparatus in the speed diminishing position,

Fig. 3 is a diagram illustrating how the automatic air valve severe the flow of operat- .ing fluid into the valve cylinder, also show ing how the engineer has reduced the speed of the engine to restore the apparatus to the original running position,

Fig. is a diagram illustrating the train control apparatus in "the stop position,

Fig. 5 is a diagram illustrating the electrical connections to either the stop or retarding armatureen the train and to either the stop or retarding track magnet,

Fig. 6 is a detail plan view illustrating the disposition of the stop and retarding magnet along the track,

Fig. 7 is a detail view suggesting the lo cation of the train control apparatus on the frame of the-engine,

Fig. Sis a plan view illustrating how the piston rod of the valve cylinder is adapted to actuate the steam valve, connector, the speed diniiii'iis'hing valve and the complete stopi valve, N

Fig. 9 is a detail view of the mainsteain valve, i

. Fig. lO is a section'of one oi the air valves of which there are four,

Fig. 11 is a section of the air valve iii-Fig."

10',take1ion the line 11 11,

Fig. 12 is a side elevation-0t the valve cylinder andthe cooperating fvalveme'chanism illustrated injFig/S, c c

Fig. 13 is a vertical section of the autoic cut-off valve which operates in conjunction with the valve cylinder,

Fig. 14 is a sectionof the automatic connector which operates in conjunction with the valve cylinder, v

Fig. 151s a side elevation of the speed diminishing mechanism,

Fig! 16 is a detail view of the switch cylinder of the speed diminishing mechanism,

and its associated parts,

Fig. 17. is an elevation of'th'e electrical switch on the semaphore, which controls the stop and retarding magnets along the track, and

Fig/18 is'a section taken on the line 18-18 of Fig. 17, the contacting rollers and roller arms being shown in elevation.

T he sub ect matter of this invention constitutes an improvement on the invention disclosed by my prior patents on railway speed controlling apparatus, 1,14h5,320, granted July 6, 1915, and 1,2 l-7,5 l6 granted Nov. 20, 1917. This.improvement resides in the simplicity, eiliciency and durability of the construction in addition to changing the connections between the controlling apparatus and the regular throttle valve inside of the engine cab. Furthermore, placing the magnet which operates the engine carried mechanism on the road bed instead of at its" side, using only one air or valvecylinder to partially or completely out off the steam or other motive power, fromthe drive cylinders of the engine or from a motor car. Thefollowing description is divided under these titles: The construction of the control apparatus, the construction of the track magnet, the construction of the semaphore switch, the description of the o tieration of steam to the chest 7. The valve mechanism (not shown) of this chest in turn controls the admission of steam to the cylinder 8.

On entering the pipe 3, the steam must I pass through the main steam valve 9 before it reaches the steam chest. The main steam valve 9 is operated on only one occasion, namely, when the control apparatus 7 operates to stop the engine and train. The

stem 10 of the valve has a handle 11 which is adapted to be engaged by the roller 12 on the rod 13 of the piston 14 inthe valve cylinder 15. Air is admitted at the left of this cylinder to drive the piston 14 to the right, engage the handle 11 and closethe valve 9 in the performance of a stopping operation.

Associated with the valve cylinder 15 are the main steam diminishing valve 16 and the main stop valve 17. The latter has a direct connection to the main air brake line 18. The former has a branch connec tion 19 to the brake line. The main speed diminishing valve 16 has a minute exhaust orifice 20, while the main stop valve 17 has an exhaust opening 21 of more ample proportions.

Upon opening the main diminishing valve 16, air from the main air brake line 18 escapes very slowly and causes a gradual application of the brakes. It is through the agency of the valve 16 that the speed of the engine is diminished. Upon opening the main stop valve 17, air from the main air brake line 18 escapes more rapidly than it does from the valve 16, resulting in a positive application of the brakes and the total stopping of theengine and train. The two valves just described are actuated by the valve cylinder 15.

The stem 22 of the main speed diminishing valve 16 carries an arm 23 which is in perpetual contact with the heel 24 of the lever 25 on the stem 26 of the automatic connector 27. Both the arm 23 and lever 25 are normally in a plane below the path of projection of the piston rod 13. It is only when the piston 28 of the connector 27 is raised, that the lever 25 is in position to be engaged by a connector roller 29 (Fig. 8) on the rod 13. The stem 30- of the main stop valve 17 has an arm 31 which always occupies a position at the end of the path or" projection of the rod 13. In stopping the engine, the roller 12 first engages the handle 11, continuing its movement until the end of the handle engages the arm 31, opens the valve 17 and causes a full application of the brakes.

Steam from the chest 7 has permanent access to the steam cylinder 32 through a pipe 33 and tends to raise the piston 34 against the tension of a spring This spring bears on the piston 36 in a regulating cylinder 37. The two pistons are connected by a rod 38 which also carries a D or slide valve 39. This valve controls the openings of an exhaust and has a regulating air pipe 41.

A pipe 42 conducts compressed air from a reservoir 43 to the regulating cylinder 37. As long as the regulating valve 39 remains in position over the exhaust 40 and pipe 41, none of the air from the reservoir 43 can enter the pipe 41. The position illustrated in Fig. 1 is the normal running position of the regulating valve 39, and

is maintained as long as there is an approximate balance between the tension of the spring 35 on the piston 36 and the pressure of steam beneath the piston 34. In other words,.the strength of the spring 35 is such that it keeps the regulating valve 39 down as long as the steam remains at a predetermined pressure. But as soon as the steam pressure increases, the spring 35 is overcome, the pistons 34 and 36 raise, and the regulating valve 39 uncovers the opening into the pipe 41 so that air under pressure from the reservoir 43 enters the switch cylinder 44.

The switch cylinder 44 has a piston 45 with a rod 46 carrying contact rollers 47 and 48. These rollers run on contact strips 49 and 50, the latter being shorter than the former. Both contact strips are embedded or otherwise mounted on blocks 51 of insulation. A. spring 52 bears on the piston 45 so as to normally keep the rollers 47 and 48 in the lowermost position, the roller 48 then being out of engagement with the contact 50.

As soon as compressed air enters the switch cylinder 44, as described above, the piston 45 raises against the tension of the spring 52, carrying the rollers 47 and 48 into the position illustrated in Fig. 2. The contact strip is then in electrical communication with the strip 49 and current flows in this manner; from the positive pole of the storage battery B over wire 53 through the contact 50, across the metallic support of the contact rollers to the strip 49, over wire 54 to the brush 55 of a commutator ring 56, through the windings of an armature 57 to another ring. 58 of the commu tator, out at brush 59 and returning to the 2 negative pole of the battery via the wire 60.

The completion of the foregoing circuit energizes the armature 57 so as to produce alternate north and south poles, as: indicated in Fig.5 which may be taken as illustrating the wiring arrangementotboth the armature 57 and the speed diminishing magnet with which this particulararmature cooperates. reaches the'first otthe series of speed diminishing track magnets'that the revolution of the armature shaft 61 begins. Furthermore, the track magnets must be energized before any revolution of the shaft 61 Will result;

A switch in the semaphore operating mechanism causes the energization of the speed diminishing track magnet 62 (Fig. 5) when the semaphore arm is in the caution position (Fig.2). The same switch (Fig. 17) causes the energization of the stop track magnets 63 (Figs. 4c, 6 and 7) when the semaphore arm is in the danger position (Fig. 4) The detailed description of the semaphore switch appears under the appropriate heading below, as doesalso the description of the two series of track magnets.

Reverting to the description of'the switch cylinder 44 and the electrical circuit closes thereby, as in Fig. 2, the magnetic attraction between opposite 'magnetic poles respectively on the armature 57 and in the series of track magnets 62 coming into registration as the engine proceeds, causes the revolution of the armature and of the shaft" 61 in the clockwise direction. An eccentric 64, fastened on the shaft 61, raises the switch yoke 65 by virtue of its contactwith aroller 66, until the sets of contacts 67, 68 and 69, 70, engage, closing the following circuit:

Current flows from the positive pole of the battery B over the wire 71 and through the contacts 68, 67 to the wire 72; thence through the motor 73 to the wire 74, through contacts 69 and returning to the negative pole of the battery viathe wire 75. The motor 7 3, being energized, opens the primary diminishin valve 7 6 admitting compressed air from the reservoir 43 and pipe 77 into the pipe 78, and in turn into the automatic connector 27 wherein it raises the piston 28 against the tension of a spring 79. The air enters a pipe 80 as soon as the piston 28 uncovers the entrance thereto. The air passes through the open gate 81 of an automatic cut off valve 82, through the back check valve 83 and into the left end of the valve cylinder 15. As explained before, the piston 14: is driven to the right, presenting the first occasion for the functioning of the rollers 12 and 29 (F The raising ot the piston 28 brings the lever 25 into the path of movement of the roller 29. This le- It is not until the armature 57 diminution of the speed of the'engine.

ver is broad enough to maintainzits engagementrwith the arm 23 of the main diminishing valve 16, even in the elevated position The initial movement of the piston; 14

causes a'partialclosure of the main-steam valve 9 (byengagement of the roller: 12 with the handle 11) and subsequently opens the main diminishing valve 16throu1ghthe engagement otits roller 29"with' the lever The lever25 moves toward the right, and the heel 2% (Fig. 8 IIIOVGSrlJllQ arm 23 toward the left. As soon as the piston lt uncovers the opening 84i' into the automatic cut-oft valve 82, the entering air pressure presses the piston '85 down until itu'ncovers the ori [ice-85 and the gate 81 closes the pipe The orifice is small yet largeuenough to relieve the pressure against-the piston .14 sufliciently to cause it to stop. At the same time the orifice 85 is too smallto permit enough compressed air to escape tointertere ain o aeration.

It is thus, through the meeting of the energized armature 57 by the energized track magnet 62, that the foregomgopera tions are carried out, the main diminishing valve 16 is opened, partially closing the main steamvalve 9 and resulting in the The engineer will soon become conscious ot'the diminution of the speed of the engineat tending the functioning-0t the. control ap-.

'paratus, and shouldthen shittthelever;6

so as to-partially close the throttle 1, so

that it assumes the position shown'in Fig. 8. hen the speed of the engine is reduced 'to the predetermined normal value, the elements of the speed diminishing mechanism mill become restored to their tormenpositions, also as shown inFig. 3. A mechanism similar to that by wihichthe speed of the train is diminished, is used for completely stopping the train when it runs by a danger signal set'against it.

A battery 86 (Fig. 4) continually fur nishes electric current for the perpetual energization of a stop armature 87. Current from the battery reaches a ring 88 of a commutator by way of a wire 89 and brush 1 90. The wiring connections of the armature 87 are like those of the armature 57. 'lhecmrrent leaves at'a ring 91bit the commutator and returns to the battery by way of a brush 92, wire 93 and switch 9 1.

The blade of this switch is locked in the closed posit-ion by means of a lock'95. It

is intended that only the conductor shall have the key to this lock, and he alone will be answerable should the switch 94'be 94.- will terminate the energization of the armature 87, and consequently, there will be no rotation of the armature shaft 96-upon I causes the eccentric 97 to elevate the switch yoke 98 through the medium of the roller 99, causing the engagement of the sets of contacts 100, 101 and 102, 103, closing a circuit as follows: Current flows from the positive pole of the battery B over wire 104, past contacts 102 and 103, over wire 105 to the motor 106, over wire 107, past contacts 101 and 100, returning to the negative pole of the battery via the wire 108. The energization of the motor 106 turns the primary stop valve 109 into the open position.

Compressed air flows from the reservoir 43 into the left end of the valve cylinder 15 via the pipe 77, valve 109, pipe 110 and back check valve 111, driving the piston 14 through the extremity of its forward movement; Neither the automatic connector 47 nor the main speed diminishing valve 16 function in the present operation, because both the lever 25 and arm 23 are below the path of movement of the roller 29 (Fig. 8). It is only when air is admitted beneath the piston 28v by way of the pipe 78 (Fig. 2) that the Valve 16 and automatic connector 27 function.

In moving forwardly to the right extremity of the valve cylinder 15, the piston 14 and its carried roller 12, cause the complete closure of the main steam valve 9 independently of the manually controlled throttle 1. The arm 31 of the main stop valve 17 also lies in the path of the roller 12, and its indirect engagement therewith (through the end of the handle 11) will open the main stop valve, resulting in a relief of the pressure in the main air brake line 18 and the complete application of the air brakes.

The valve cylinder 15 has drip cocks 112 at the opposite ends so that any accumulated moisture may be drained from the cylinder. A connection 113 with a valve 114 conducts compressed air from the reservoir 43 to the right end of the cylinder, so that the piston 14 may be returned from the position shown in Fig. 4. At such a time, the valve 115 at the right end of the cylinder should be closed. This valve is normally open so as to enable the escape of air from the cylinder when the piston 14 moves toward the right.

A valve 116 at the left end of the cylinder, should be opened when the piston 14 is forced back. This valve is normally closed as air is admitted to the left end in the piston rod 129.

order to drive the piston toward the right for the performance of the foregoing operation. The construction of the automatic cut-off valve 82 is fully illustrated in Fig. 13. A spring 117 normally holds the piston 85 up so that air from the pipe (Fig. 2) may pass through the opening 118 of the gate 81 to the left end of the cylinder 15. The pressure of air on the piston moves the gate SlIlOWIl and theopening 118 out of registration with the pipe 80 (Fig. 3) so as to discontinue the passage of air and cause the piston 14 to stop before it completes a full stroke. The stem-119 of the gate 81 passes through a suitable packing 120.

Fig. 10 illustrates the type of air valve to which the main diminishing valve 16, the main stop valve 17 the primary diminishing valve 76 and the primary stop valve 109 are similar. The only exception is that the two latter valves are operated by gears,

while the two former valves are operated by arms (Fig. 8). The valve 16 in Fig. 10 comprises a casing with a partition 121 which is provided with arcuate or otherwise shaped openings 122.

The stem 22 of the valve plate 123 has an extension which bears in a recess 124 in the center of the partition. A spring 125 keeps the valve plate seated. This plate has openings 126 (Fig. 11) which register with the openings 122 when the stem 22 is turned the proper distance.

Besides keeping the valve plate 123 seated, the spring 125 also functions to return the plate to a normal non-registering position such as indicated in dotted lines in Fig. 11. A lug 127 occupying a groove 128 in the periphery of the plate 123 (Fig. 11) limits the opening and closing movements of the plate first by virtue of the operation of the arm 23 and secondly by virtue of the returning influence of the spring 125.

Fig. 14 is a detailed illustration of the automatic connector 27 which is above described in connection with Figs. 1 and 2, and its main features are there defined. The lever25 is loosely mounted on the stem 129 of the piston 28, but a spring 130, which presses the lever against a collar 131, prevents undue movement of the lever. This spring also functions to return the lever against a stop 132 (Fig. 8) after it has been released by the roller 29 on the return movement of the valve cylinder piston rod 13.

A packing 133 (Fig. 14) prevents the escape of compressed air from the piston chamber 27. A cap 134 has a bearing 135 which provides an additional support for Vents 136 enable the escape of any air which might accumulate under pressure in the cap 134.

The construction of the valves 76 and 109 is thesame as that of the valve 16 in Fig. 10,

but instead of being turned'by an arm 23 are respectively provided with gear quadrants 137 and 138 to enable'rotation by the driving pinions ot' the respective motors 73 and 106. These valves are provided with springs similar to the spring 125 in Fig. 10, which are strong enough not only to move the valve plates back to the closed positions when the respective motors are deenergized, but also to counter-rotate the motors through the gear connections.

Each of the armatures 57and 87 is partly coveredby a shield 139, as shown in a single instance in Fig. 15, for the purpose of excluding the bulk of foreign substances. The shield includes a scraper 140 for the purpose of removing snow and'the like, by which the track magnetmight be covered. A generator 14-1 (Fig. 7) furnishes current for charging the storage battery B by which the electrical devices of the train control are operated.

The construction of the track magnet requires but a brief description in addition to that already given above. Both. series of magnets 62 and 63 (respectively'the speed diminishing and stop magnets) are mounted on soft iron plates 1411 and 14-2, the purpose of these plates being to provide elements through which the magnetic linesot force may readily pass. The cores of the magnets are fixed on the base plate.

In practice, each. series {of magnets will consist of from twelve to eighteen electromagnets, and these are so wound that the greater number will have the greatest strength, and those toward the end-of the series will be considerably weaker so as to exert no undue pull on the engine carried armatures as the latter depart. Obviously this object may be accomplished by regulating the number of turns of wire in each electro-magnet, and Fig. 5 digrammatically represents how the magnets at the entrance end of the series have the greatest number of turns, while those at the exit or departing end have a lesser number. The manner in which the series of track magnets are energized to thereby cause the rotation of the engine-carried armatures 57 and 87 leads to a consideration of the description of the construction of the semaphore switch in Figures 17 and 18.

Thisswitch has a series o felectrical contact segments 1 13, 144 and 1 1-5 as shown in Fig. 17, which are arran ed in duplicate.

series 63, while the contact 145 has a wire 151 which runs to the speed diminishing magnet series 62. The'track magnets are shown connected inparallelybut obviously they may be connected otherwise inpractice.

W hen the semaphore blade'152 is in the erect or saie position shown in Fig. 1, no current from the battery 148 will flow;

When the semaphore blade assumes the caution position in 2, current will flow fromthe battey 1 18 and energizethespeed diminishing series 62 n Fig 5, so "as to produce alternate north and south poles,

as indicated. The windings of the arma ture 57 are alternately to the right andleft so "as to produce alternately opposite poles.-

As unlike poles respectively onthe armature 57 and in the magnet ser1es 62 come lnlto registration as the engine proceeds, there Wlll be such magnetic attraction EIS'Wlll re Sllltlll the rotation of the armature shaft 61 in a clockwise direction.

When the semaphore blade 152 assumes the stop position'in Fig; 4, current will flow from the battery 1 18 to'energizethc stop inagnetseries 63, with a similar resultin respect to the stop armature 87- as followed in respect to the speed diminishing armature 57. The distribution of current Blocks of insulation 159, 160 separate the electrical contacts 143, l i-land 1 15. A see- (Fig. '17 )1 which are mounted on arms tion 161 of insulationfurnishes a rest, for Y the contact roller 154% when the semaphore blade 152 is in thesaiie position in Fig.

1. Assume the semaphore blade to be in the caution position in Fig. 2. Current will flow from the positive pole of the battery 148 over the wire 147 to the magnet series 62,.returning via the wire 151, to the contact 145, past the roller 15 1,through the arms 155, roller 153 to contact 1 13 and so back to the negative pole of the battery.

The current flows over a similar path when the semaphore blade 152 assumes the stop position in Fig. 1, the wire 150 and-contact 144 then forming part of the circuit.

The operation of the speed diim'aishiag When the semaphore blade mechanism. 152 assumes the caution position inFig. 2, the battery 1&8 energizes the circuit indicated in heavy lines and'i-n turn energizes the track magnet series 62. j The pressure of steam in the chest 7 exceeds the amount which it is intended that it should be. This excess pressureelevatesthe pistons 34 and '36 so that the regulating valve 39' un covers the entrance into the air pipe -41. The spring 35 balances the predetermined normal pressure of steam against the piston across the contact strips 49 and 50so that current flows from the storage battery B and makes the clrcult ndicated 1n heavy lines. The wmdmgs of the armature 57 areenergized by current entering and leaving at the brushes and 59.

As soon as the energized armature 57 reaches the first of the energized track magnets 62, the magnetic attraction between unlike poles and the consequent rotationof the shaft- 61, will commence. The eccentric 64 1nakes a complete revolution, and the period during which it holds the setsiof contacts 67, 68 and 69, 70 in engagement (Fig. 2). is long enough to produce the opening and closure of the primary diminishing valve 76. Air flows from the reservoir 43, through the pipe 77, valve 76 and pipe 78 to the automatic connector 27 when said valve is opened, elevating the piston. 28 and admitting air to the left end-of the valve cylinder 15 by way of the pipe 80 and back check valve 83. r

The lever 25 occupies aposition in the path of the roller 29 (Fig. 8} when the piston 28 is elevated, and when the valve cylinder piston 14 is moved toward the right by virtue of the pressure of air behind it, the roller 29" engages and turns the lever 25. This lever in turn moves the arm 23 of the main diminishing valve 16 so that it is opened andpermits a gradual escape of air from the main air brake line 18 of the cylinder 15 by the automatic cut-ofi' valve 82. r A

When the piston 14 reaches the opening 84 into the valve 82, air enters the valve casing and presses the piston. 85 down until the gate 81 severs air communication through the pipe 'and uncovers the orifice Since the pressure of air against the piston 14 is discontinued, the piston must stop and therefore the roller 12 (Fig.8) functions only to partially ia rn ofi the steam at the valve 9. The position of the parts at this time is shown in Fig. 3. The throttle valve 6 is shown to have been moved by the engineer to partially close the throttle 1,

when he became conscious of the slackening of the speed of the engine through the foregoing instrumentalities of the speed control apparatus.

The opening of the valve 114 3) restores the piston 14 to. its original position. The valve 115 must be opened to let the air ahead of the piston out. The spring 79 restores the piston 28 to itsposition at the bottom of the connector casing 27. The spring 125 (Fig. 10) turns the valve plate'123 of the. main diminishingvalve 16 back to its original closed position (dotted lines in Fig. 11). The reduction in the pressure of steam against the piston 34 (Fig; 2) enables the spring 35 to move the regulating valve 39 tons 34 and-'36 and the-switch cylinder 44 being excepted. Assume the. semaphore blade 152 to be in the stop position in Fig.

4. The battery 148 then furnishes current to energize the track magnet 63. As de scribed above, the stop armature 87 is perpetually energized by current from the battery 86. The purpose of thisparticular energization is to insure the functioning of the stop mechanism when the engine runs across a danger signal. i

Both the track magnet 63 and the stop armature 87 being energized, a rotation of the armature shaft 96 results when the armature meets the track magnet. T he eccentric 97 causes the closure of the sets of contacts 100, 101 and 102, 103 so that the motor 106 is set into operation to open the primary stop valve 109. Air from the reservoir 43 passes through this valve and enters the left end of the valve cylinder 15, driving-the piston 14 to the right extremity of the cylinder.

Since no air was admitted to the automatic connector 27 consequently both the piston 28 and lever 27 remain in the lowermost positions, so that the rollers 12 and 29 pass thereoverin moving the handle 11 and a closing the main steam valve 9. It is when thepiston 14 has approximately reached the end of the cylinder 15 that the end of the handle 11 is brought into engagement with the arm 31 of the complete stop valve 17, so that this valve is opened soon after the main steam valve 9 is closed. The opening of the valve 17 permits the escape of air from the main air brake line 18 at the exhaust opening '21 so that a full application of the air brakes results. The eccentric 97 is intended to make one full revolution and the period during which the sets of contacts 101, etc., engage is sufliciently long to cause an opening and closing of the valve 109, the valve remaining open long enough to cause the piston 14 to be driven to the right extremity of the cylinder 15.

The valve 114 (Fig. 4) is opened to restore the piston 14 to its original position at the left end of the cylinder 15. The main stop valve 17 remains open as long as the roller 12 holds the handle 11 against the arm 31 (Fig. 8). But as soon as the roller 12 departs from the handle 11, the spring inside of the valve 17 (see spring 125, Fig. 10)

restores the valve to its normal closed position.

I claim 2-- 1. The combination of a steam line having a valve with a handle, an air brake line with a valve having a handle, and a plunger adapted to move the air valve handle against the steam valve handle in opening the air valve and thereby to close the steam valve.

2. In a train control, an armature with. an eccentric, an electrically operated valve, and an electric circuit embracing the electric mechansm of the valve and a switch which is adapted to be closed by the eccentric upon revolution of the armature.

3. In a train control, an armature with an eccentric, a switch adapted to close a cir-' cuit which embraces the armature to ener gize the latter, electrical means along a track required to be energized to produce a revolution of the armature when approached thereby, a switch adapted to be closed by the eccentric when the armature revolves, a motor in a circuit controlled by,

said switch, and a fluid valve which is adapted to be opened by said motor.

4. A train control including an armature with alternately opposite poles, and a series of track electro-magnets with the alternate- 1y opposite poles of which unlike poles of the armature are adapted to register and produce a rotation of the armature when both the armature and the track magnets are. energized.

5. A tram control comprising means for stopping the train and means for diminishing the speed of a train, a perpetually energized arn'iature, a seriesof track magnets, a semaphore with a switch energizing said track magnet series when in a danger position setting said train stopping means into operatic-11 through the consequent rotation of the armature, a second but deenergized armature, means for energizing it when steam exceeds a certain pressure, and a series of track magnets which is energized when the semaphore assumes a caution position, causing a consequent rotation of the second armature to set said speed diminishing means into operation.

6. A train control. comprising a semaphore with contacts in two electrical circuit-s, a blade closing one circuit by engaging one contact when in a danger position to energize a series of track magnets, and engaging the other contacts to close the other circuit when in a caution-position to energize another series of track magnets; a pair of energizable train-carried armatures registrable with the respective magnet series, instrumentalities set in motion to stop the train when one energized armature meets its companion energized magnet series, and instrumentalities set in operation to diminish the speed of the train when the other armature is energized and meets its companion energized magnet series.

7. A train control including an armature, a locked switch keeping a circuit closed to perpetually energize the armature, a series of track magnets required to be energized before said armature will turn, and corresponding means operated upon revolution of said armature when an energized series of magnets is encountered.

8. In combination with two sets of track magnets of a train control, a semaphore arm carrying pairs of contact rollers, and a circular track on which they run, including contact and insulating segments with associated circuits through which one or the other of the track magnet sets is energized according to various positions of the semaphore blades FRANK TALLIAFERRO KNIGHT. 

